Automatic train control



Oct. 26 1926. 1,604,539

' P J SIMMEN AUTOMATIC TRAIN CONTROL Filed April 10. 1923 2 Sheets-Sheet1 7 INVENTOR BY 8 7 ATTORNEY Patented Uct. 2c, 1926. v l,fi04,539 UNlTEDSTATES it OFFICE.

PAUL J. SIMMEN, F EDEN, NEW YORK.

AUTOMATIC TRAIN GONTROL.

Application filed April 10, 1923. $eria1 No. 631,098.

This invention relates to railway train ing the track into blocks. Nearone end of control particularly to systems in which each block is atrack battery as 4, and near there is a combined automatic and manualthe other end of each block is a track relay, control and moreespecially to those in which as 5, constituting, with their connectionsto 60 5 the movement of trains are indicated andrethe rails, a trackcircuit well known to those corded at a central station. skilled in theart. Track relay 5 controls I In a companion application filed April 10,two armatures as 6 and 7. When track re- 1923, Serial No. 631,097, Ihave shown a lay 5 is energized, armature 6 makes contact system ofsignalling in which six fixed sigwith front contact 8 and when trackrelay l0 nals along the track are controlled from the 5 is deenergized,armature 7 makes contact central oflice, certain of the signals beingwith back contact 9. also controlled by a track circuit, while In Fig. 1are shown an alternating curothers are controlled from the centraloflice. rent relay as 10 an a polarized relay as 11,

The object of this invention is to provide which are located alon thetrack suitably a central control signal system by W ich an housed. Relay10 contro s an armature as '12, operator at a dispatchers oflice,interlocking and relay 11 controls two neutral armatures tower, or waystation can display six sigas 13 and 14 and a polarized armature as 15.nals to a train, some of the signals being Along the track are locatedtrain control used for safety purposes and others for farails as 16 and17, train control rail 16 bein 75 20 cility purposes, and in which'thesafety sigthe home train control rail and positioned nals are alsoautomatically controlled by a near the beginning of a new block andtrain track circuit, while the facility signals are control rail 17being the distant train conindependent of such track circuit control.trol rail, located approximately the breaking In this invention thesignals are preferdistance from the entrance to a new block. 5

ably cab signals, and means are also shown Depending upon the severalpositions of the whereby both cab signals and fixed signals armatures ofrelays 10 and 11 six different are displayed to trains. 7 electricalconditions may be established in A further object of the invention is totrain control rails 16 and 17. record the movement of trains so that 'adis- Relays 10 and 11 are electrically con- 30 patcher or other officermay intelligently distrolled by two manually operable switches 18 playthe proper signal. and 19. When switch 18 is in the right Other objectsand advantages will appear hand position thus contacting with spring asthe description of the invention procontact 25, an electrical connectionis made gresses and the novel features will be parto direct currentsource as 20. When switch 3' ticularly pointed out in the appended 18 isin left hand position connecting with laims, spring contact 46, anelectrical connection is In describing the invention in detail, refmadewith direct current source 43. When erence is had to the accompanyingdrawings switch 19 is in contact with spring contact wherein I haveillustrated a preferred 55, an electrical connection is made with al- I40 physical embodiment of my invention and ternating' current source'51; Electrical wherein like characters of reference desigsources 20, 43and 51 are preferably located nate corresponding parts through theseveral in the dispatchers ofiice. Depending upon views and in which:the several positions of the switches 18 and Figure 1 is a schematicrepresentation of 19, relays 10 and 11 along the track may be theapparatus and circuits in the dispatchenergized or deenergized throu hthree difers oflice and along the track; Fig. 2, is a ferent circuits:The positive direct current schematic representation of the apparatuscircuit; the negative direct current circuit; and circuits on thelocomotive or car; Fig. ;and the alternating current circuit. 3, is amodification of Fig. 1, in which the The positive direct current circuitis as 50 apparatus and circuits along the track are follows: frompositive pole of battery 20 in shown for the purpose of controlling boththe dispatchers oifice, wire 21, Impedance the cab signals and the fixedsignals. coil 22, bus 23, wire 24, s ring contact 25, Fig. 1 shows atrack consisting of track switch 18, relay 26, wire 2 impedance coilrails 1 and 2. Hail 1 is electrically continu- 28, line wire 29,terminal 30, wire 31, resistto ous and rail 2 is divided into sectionsby ance 32, wire 33, terminal 34, wire 35, termeans of insulatingjoints, as 3, thus dividminal 36, wire 37, polarized relay 11, wire 38,

impedance coil 39, and wire to track rail 1 and thence by wires 41 and42 to negative pole of battery 20. Y

The ne ative direct current circuit is as follows: rom positive pole ofbattery 43, wires 44, 45 and 41, track rail, wire 40, impedance coil 39,wire 38, polarized relay 11, wire 37, terminal 36, wire 35, terminal 34,wire 33, resistance 32, wire 31, terminal 30, line wire 29, impedancecoil 28, wire 27, relay 26, switch 18, spring contact 46, wire 47, bus48, impedance coil 49, and wire to the negative pole of battery 43.

The alternating current circuit is as follows: from alternating currentsource 51 in the dispatchers office, wire 52, condenser 53, bus 54,spring contact 55, switch 19, alternating current relay 56, condenser57, wire 58, line wire 29, terminal 30, wire 31, resistance 32, wire 33,terminal 34, wire 59, alternating current relay 10, wire 60, condenser62, wires 63 and 40, track rail 1, and wires 41, 45, and 64 toalternating current source 51.

Impedance coils 22, 49, 28 and 39 are inserted to prevent the flow ofalternating current through the circuit in which they are inserted andcondensers 53, 57 and 62 are inserted to prevent the flow of directcurrent through the'circuits in which they are inserted. Relays'26 and56 in the dispatchers office are for the purpose of recording trainmovements which will be more fully described hereinafter. Resistance 32is inserted in the circuit to decrease the flow of current throughrelays 26 and 56 for a purpose to be explained hereinafter.

By means of the three hereinbefore described circuits referred tohereinafter as the main dispatchers circuits, which are establishedthrough the several positions of the manually operable switches 18 and19, six different electrical conditions can be established in relays 10and 11, which result in the armatures of relays 10 and 11 assumingdifferent positions, and by reason of the different positions ofarmatures of relays 10 and 11, different circuits are established totrain control rails 16 and 17 so that the train control rails arecharged with electrical en- I and 17 ergy in six different ways.

The six diiierent electrical conditions of relays 10 and 11 and traincontrol rails 16 are established as follows:

First conditiom-Vhen switch 18 I is in contact with spring contact 25and switch 19 is in contact with spring contact 55, polarized relay 11is positively energized and alternating current relay 10 is alsoenergized. Train control rails 16 and 17 are also energizedwith positivedirect current and alternating current through certain branch circuitswhich will be more fully described hereinafter.

Second condition.-When switch 18 is in contact with spring contact 16and switch 19 is in contact with spring contact 55, polarized relay 11is negatively energized and alternating current relay 10 is alsoenergized. Train control rails 16 and 17 are also charged with negativedirect current and alternating current.

Third c0nditi0n.-When switch 18 is in contact with spring contact 25 andswitch 19 is disconnected from spring contact 55, polarized relay 11will be positively energized but alternating current relay 1() will bedeenergized. Train control rails 16 and 17 will be charged with positivedirect current only.

Fourth condition-When switch 18 is in contact with spring contact 46 andswitch 19 is disconnected from spring contact 55, polarized relay 11will be negatively energized and alternating current relay 10 will bedeenergized. Train control rails 16 and 17 will be charged with negativedirect current only.

Fifth condition-When switch 18 is disconnected from both spring contacts25 and 46 and switch 19 is in contact with spring contact 55, polarizedrelay 11 will be deenergized and alternating current relay 10 willbe'euergized. Train control rails 16 and 17 will be charged withalternating current on y.

Sixth condition.-When switch 18 is disconnected from both springcontacts 20 and 46 and switch 19 is disconnected from spring contact 55,polarized relay 11 and alternating'current relay 10 are bothdeenergized, and train control rails 16 and 17 are also deenergized.

I will now describe the branch circuits through which the train controlrails 16 and 17 are electrically conditioned in six different ways ashereinbefore described.

When polarized relay 11 is positively energized and alternating currentrelay 10 is energized with alternatin current, corresponding to thefirst condition, armatures 13 and 14 of relay 11 will make contact'withfront contacts 65 and 66.and polarized armature 15 will make contactwith contact 67 and armature 12 of relay 10 will make contact with frontcontact 68. This position of the several armatures establishes a branchcircuit from terminal 36 in the main dispatchers circuit to traincontrolrails 16 and 17 as follows: from terminal 36, wire- 69, armature12 of relay 10, front contact 68, wire 70, armature 13 of relay 11,front contact 65, wire 71, polarized armature 15, contact 67, wire 72,out contact 8, armature 6, of track relay 5, wires 73, and 74 to traincontrol rails 16and 17. It will thus be seen that when switches 18 and19 in the dispatchers oflice are in the position corresponding to thefirst condition, train control rails 16 and 17 are charged with positivedirect current and alternating current.

When polarized relay .11 is negatively energized and alternating currentrelay 10 is energized with alternating current, corre sponding to thesecond condition, armatu'res 13 and 14 of relay 11 will make contactwith front contacts 65 and 66, but polarized armature 15 will now, be inthe left hand position and will make contact with contact" 75. Armature12 of relay 10 will make contact with front contact 68. This position ofthe several armatures, establishes a branch circuit from terminal 36 inthe main dispatchers oflice to train control rails 16 and 17 as follows:from terminal 36, wire 69, armature 12, front contact 68, wire 70,armature 13, front contact 65, wire 71, polarized armature 15, contact75, wires 76, 77 and 74 to train control rails 16 and 17. Under theseconditions train control rails 16 and 17 are charged with negativedirect current and alternating current.

When polarized relay 11 is positively energized and alternating currentrelay 10 is deenergized, corresponding to the third condition, armatures13 and 14 of relay 11 will make contact with front contact 65 .and 66and polarized armature 15 will be in the right hand position and makecontact with contact 67. Armature 12 of relay 10, since relay 10 is nowdeenergized, will make contact with back contact 7 8. This position ofthe several armatures establishes a branch circuit from terminal 36 inthe main dispatchers circuit to train control rails 16 and 17 asfollows; from terminal 36, wire-69, armature 12, back contact 78, wire79, armature 14, front contact 66, wires 88, 77, and 74 to the traincontrol rails 16 and 17. Under these conditions train control rails 16and 17 are charged with positive direct current only, since switch 19 inthe dispatchers ofiice, is open.

en polarized relay 11 is negatively energized and alternating currentrelay 10 is eenergized, corresponding to the fourth condition, armatures13 and 14 of relay 11 will make contact with front contact 65 and 66 andpolarized armatures 15 will be in the left hand position and makecontact with contact 75. Armature 12 of relay 10 will make contact withback contacts 78. This position of the several armatures establishes abranch circuit from terminal '36 in the main dispatchers circuit totrain control .rails 16 and 17 as follows: from terminal 36, wire 69,armature 12, back contact 78, wire 79, armature 14, front contact 66,and wires 88, 77 and 74 to train control rails 16 and 17 Under theseconditions train control rails 16 and 17 are charged with negativedirect current only.

When polarized relay 11 is deenergized and alternating current relay 10is energized, corresponding to the fifth condition, armatures13 and 14of relay 11 will drop away tended by thedispatcher and armature 13will'make contact with back contact 89. Armature 12 of relay 10 willmake contact with front contact 68. This position of the severalarmatures establishes a branch circuit from terminal 36 in the maindispatchers circuit to train control rails 16 and 17 as follows:' fromterminal 36, wire 69, armature 12, front contact 68, Wire 70, armature13, back contact 89, and wires 88, 7 7 and 74 to train control rails 16and 17. Under these conditions train control rails 16 anil 1.7 arecharged with alternating current on y. a I

When polarized relay 11 and alternating current relay 10 are bothdeenergized, corre-- sponding to the sixth condition, train controlrails 16 and 17 are also deenergized since both switches 18 and 19 inthe dispatchers otlice are open. a

It will thus be seen that the dispatcher may electrically conditiontrain control rails 16 and 17 to any one of the six hereinbeforedescribed conditions; the system preferably is so arranged however, thatthe first condition when the train control rails 16 and 17 are chargedwith positive direct current and alternating current, is also subject tothe control by a track circuit, thus when the dispatcher has placedtheswitches 18 and 19 to correspond to this condition, and there is atrain in the block ahead, track relay 5 will become deenergizedin amanner well known to those skilled in the art, and armature 6 will dropand break front contact 8. When this occurs no energy can reach traincontrol rails 16 and 17 and therefore they become deenergized, resultingin the sixth'condition.

' Since only the branch circuit resulting from the first condition istaken through the armatures of track relay 5, electrical conditions Nos.2, 3, 4 and 5 are independent of such track circuit control and thetrain control rails 16 and 17 will be charged as inwhet-her there is atrain in the block or not. It will be obvious however to those skilledin the art that an one of the other branch circuits corres on ing to anyof the other electrical conditions may betaken through track relay 5 ina'similar manner, thus making the circuit representing any particularcondition also subject to track circuit control.

I will now describe the apparatus and circuits on the locomotive or carcapable of being conditioned in six different ways corresponding to thesix dilferent electrical conditions of train control rails 16 and 17.These are shown in Fig. 2 and are similar to the apparatus and circuitsshown in my prior Patent No. 1,399,027, granted December 6, 1921. Theinstrumentalities corresponding to the electrical conditions of thetrain control rail are, designated by A, B, C, D, E, F. While theseinstrumentalities in Fig. 2 are shown as lamps, they may equally as wellresp'resent is given depending upon ition to, the .display 0 signals tothe engineer; such as is well known to those skilled in the art, theproper control of speed control devices or air valves or both.

In Fig. 2 is shown an electrical contact shoe as 90, so positioned onthe locomotive so as to make contact with train control rails 16 and 17.The contact shoe is hinged as at 91. Train control rails .16 and 17 areinclined .at the ends so as to form a ramp in the usual manner, as shownin my prior Patent No. 1,140,623, granted May 25, 1915, and

' tures 107 when the contact shoe slides along this ramp, the shoe istilted so as to break the contacts, as 92, 93 and 94." This motion ofthe shoe compresses spring as 95. When the contact shoe leaves the otherend oftrain contro rail, 5 ring 95 forces contact shoe to the normaposition, again making contact with 92, 93 and 94. A metallic plate as96 fixe to the contact shoe 90, but insulated therefrom, is sopositioned as to make contact with contacts 93 and 94.

The locomotive also carries a polarized relay l as 97 and an alternatingcurrent relay as 98, with its companion direct current winding as 99,the battery as 100, and another bat-tery as 101. Polarized relay 97controls the position of neutral armatures 102, 103 and 104 andpolarized armatures 105, 106 and 107 and 108. Polarized armaand 108 arepole changing members of a switch for the purpose of changing thepolarity of current from battery 100. Alternating current relay 98 andits companion direct current coil 99 control the position of armatures109 and 110.

Impedance coil as 111 is inserted to prevent the flow of alternatingcurrent in the circuit in which it is inserted, and condenser as 112 isinserted to prevent the flow of direct current in the circuit in whichit is inserted.

Armature 102 of relay 97 controlsa stick circuit for rela 97 which willbe described hereinafter an armature 109 of track relay 98 controlsanother stick circuit through coil 99 which will also be describedhereinafter.

I will now describe the operation of signals on the locomotive inresponse to the six electrical conditions of the train control rails. ashereinbefore described.

First condition-When the contact shoe 90 is passing a train control railwhich is energized wit positive direct current and al-' ternatingcurrent, direct current will flow to shoe 90, wires 113 and 114,impedance coi 111, wire 115, polarized relay 97, wires 116, 1 17, 118and 119, axle 120, wheel 121, to track rail 1 and thence 1 battery 100,wires 134 and d 103, front contact 126,

1 wires 119, 118, 117 and 116,

the circuit is completed throu h the main dispatchers circuit and branccircuit hereinbefore described. A ternating current will also flow totrain control rail 16 as follows: contact shoe 90, wires f 113' and 122,condenser 112, wire 123, al-

ternating current relay 98, wires 124, 117, 118 and 119, axle 120, wheel121, to track rail 1 and thence the circuit is completed through themain dispatchers circuit and branch circuits hereinbefore described.This will result in armatures 102, 103 and 104 of relav '97 makingcontact with front contacts I 125, 126 and 127 and polarized armaturesof relay 97 will be placed in the right hand position as shown in Fig.2, thus making contact with their respective contacts 128, 129, 130 and131. Armature 109 and 110 of relay 98 will make contact with frontcontact 132 and 133. In this position of the several armatures, acircuit is established through signal A as follows: from positive poleof 135, contact 130, polarized armature 107, wire 136, armature 110,front contact 133, wire 137, armature armature 105, contact 128, wire139, signal A, wires 140, 118 and 141, polarized armature 108, contact131, and wire 142, to negative pole of battery 100. a

As the contact shoe leaves the other end of train control rail, thearmature of relays 97 and 98 are maintained in the same position afterthe electromotive forces from the dispatchers ofiice ceases to influencethem throu 'h the following two stick circuits: as the contact shoe 90leaves the train control rail, sprin closes contacts 92, 93 and 94 and astick circuit is established through polarized relay 97 as follows: frompositive pole of batte 100, wires 134 and 135, contact 130, po arizedarmature 107 wire 143, armature 102, front contact 125, wire 144,contact 92, shoe 90, wires 113 and 114, impedance coil 111, wire 115,polarized relay 97, wires 116, 117 and 141, polarized armature 108,contact 131, and wireil42 to negative pole of battery 100. The secondstick circuit is established through coil 99 of relay 98 as follows:from battery 101, Wire 145, coil 99, wire 146, contact 94, metallicplate 96, contact 93, wire 147, front contact 132, armature 109, wire148, to battery 101. Thus the armatures are maintained in the sameposition and signal A is continued until the next train control rail isencountered.

' Second condition-When the contact shoe 90 is passing a train controlrail which is energized with negative direct current and alternatingcurrent, direct current will flow from trackrail 1, wheel 121, axle 120,polarized relay 97, wire 115, impedance coil 111, wires 114 and 113,contact shoe 90, to train control rail 16, and thence thecircuit iscompleted wire 138, polarized established as through the maindispatchers circuit the branch circuit hereinbefore described. Polarizedrelay 97 will now be negatively energized, armatures 102, 103 and 104still make contact with and 127 but polarized armatures 105, 106, 107and 108 assume the left hand position, opposite to that as shown in Fig.2 and they make contact with their respective contacts as 149, 150, 151and 152. Alternating current will also flow through relay 98 asdescribed in the first condition and armatures 109 and 110 still makecontact with front b contacts 132 and 133. I In this position of theseveral armatures, a circuit is established through signal B as follows:from positive pole of battery 100, wires 134, 153., contact 152,polarized armature 108, wires 141, 118 and 140, signal B, wire 154,contact 149, polarized armature 105, wire 138, front contact 103, wire137, front contact 133, armature 110, wire 136, polarized armature 107,contact 151, and wire 142 to negative pole of battery 100.

As. the contact shoe leaves the other end of the train control rail, thestick circuit through relay 97 is again established as follows: from thepositive pole of battery 100, wires 134 and 153, contact 152, polarizedarmature 108, wires 141, and 117 and 116, polarized relay 97, wire 115,impedance coil 111, wires 114, and 113 contact shoe 90, contact 92, wire144, front contact 125, armature 102, wire 143, polarized armature 107,contact 151, and wire 142 to thene ative pole of battery 100. The secondstic circuit through coil 99 of relay 98 is also re-. hereinbeforedescribed. Thus signal B is continued until the next train control railis encountered.

Third c0ndz'tz'0n.-When the contact shoe 90 is passing a train controlrail which is energized with positive direct current only, polarizedrelay 97 will be positively energized and the position of its armaturewill be as described in the first'condition and alternating currentrelay 98 will be deenergized; and armatures 109 and 110 will drop awayfrom front contact 132 and 133 and armature 110 will make contact withback contact 155. In this position of the several armatures, signal C asfollows: from positive pole of battery 100, wires 134' and 135, contact130, armature 107, wire 136, armature 110, back contact 155, wire 156,armature 104, front contact 127, wire 157, polarized armature 106,contact 129, wire 158, signal C, wires 140, 118 and 141, polarizedarmature 108, contact 131, and wire 142, to negative pole of battery100.

As the contact shoe 90 leaves the other end of train control rail, thestick circuit through relay 97 is reestablished as hereinbeforedescribed in the first condition. The

front contacts 125, 126 d a circuit is established through stick circuitand second stick circuit however, whileit-is now contacts 93 and 94, thefront con-- curclosed at tact 132 'is now open and alternating rentrelay 98 and coil 99,wi1l continue to be eenergized. Thus signal G willbe continued until the next train control rail is encountered.

Fourth condition-When the contact shoe 90 is. passing a train controlrail which is energized with negative direct curr'entonly, polarizedrelay 97 will be negatively energized and the position of .its armatureswill e as described in the second condition. Alternating current relay98 will be deenergized and armature 110 will make'contact with backcontact 155? In this position of the several armatures, tablishedthrough signal D as follows: from positive pole of battery 100, wires134 and 153, contact 152,. wires 141, 118 and 140, signal 1), wire 159,contact 150, polarized armature 106, wire 157, front contact 127,armature 104, wire 156, back contact 155, armature 110, wire 136polarized armature 107 contact 151, and.

polarized armature 108,

through relay 98 and coil 99 is a circuit is es- '90 is passing a traincontrol rail which is energized with alternating current only, nocurrent will flow through relay 97 and its neutral armatures 102 and 103and 104 will drop and armatures 103 and 104 will close back contacts160and 161. Alternating cur-. rent relay 98, however, will be energized ashereinbefore described in the first condition and its armatures 109 and110 will make contact with front contacts 132 and 133. In this positionof the several armat-ures a circuit is closed through signal E asfollows:

from positive pole of battery 100, wires 134 and 135, contact 130,polarized armature 107 wire 136, armature 110, front contact 133, wire137, armature 103, back contact 160, wire 162, signal E, 'wires 140, 118and 141, polarized armature 108, contact 131, and wire 142, to thenegative pole of battery 100.

As the contact shoe 90 leaves the other end of the train control rail,the stick circuit through relay 97 is inoperative. While contact 92 isnow closed, the stick' circuit is now open at front contact 125. Thesecond through coil 99 is now operative, however, as described in thefirst condition, thus signal E is continued until the next train controlrail is encountered.

Sixth c0nd2'tz'0n.--When the contact shoe 90 is passing a train controlrail which is deenergized, both relays 97 and 98 will become deenergizedsince the two stick circuits are now open at contacts 92, 93 and 94.Armatures 102, 103 and 104 of relay 97 will drop away and armatures 103and 104 will make contact with back contacts 160 and 161. Armature 110of relay 98 will make contact armatures with back contact 155. In thisposition of the several armatures a circuit is closed through signal Fas follows: from positive pole of battery 100, wires 134 and 135,contact 130, polarized armature 107, wire 136, armature 110, backcontact 155, wire 156, armature 104, back contact 161, wire 163, signalF, wires 140, 118 and 141, polarized armature 108, contact 131, and wire142 to the negative pole of battery 100.

As the contact shoe 90 leaves the other end of the train control rail,both stick circuits are now inoperative since circuit through relay 97is now open at front contact 125, and the stick circuit through coil 99,is now open at front contact 132. Thus signal F is continued until anenergized train control rail is reached.

It will thus be seen that under any of the six electrical conditions ofthe train control rails, one of the six signals on the locomotive isestablished, when a locomotive passes a train control rail and theparticular signal established at the rail is continued on the locomotiveuntil the next train control rail is encountered.

While the dispatcher is thus able by placing switches 18 and 19 in thedispatchers ofiice in the several positions described, to display sixdifferent signals on the locomotive, signal A is annulled or madeinoperative and signal F will be displayed, if there is a train in theblock ahead, by reason of the branch circuit which electricallyconditions train control rails 16 and 17 in accordance with the firstcondition, being taken throu h track relay 5, as hereinbefore described.ignals B, G, D, E and F, however, will be-displayed on the locomotiveirrespective of whether there is a train in the block ahead or not.

I will now describe the recording apparatus in the dispatchers oflicefor recording the progress of trains over the division. record sheet as164 is suitably mounted and driven by a roller as 165, which in turn isdriven by a shaftas 166. Shaft 166 receives motion through a ratchetwheel 167. A pawl as 168, is pivotally connected to 169 of anelectromagnet as 170. Armature 169 is hinged at 171. When electromagnet170 is periodically energized, motion is given to ratchet wheel 167through pawl 168. A spring as 172 normally pulls armature 169 and pawl168 to the right when electromagnet 170, is not energized.

Electromagnet 170 is connected by a wire the stick space representing173 to a make-and-break device as 174, which make-and-break device isperiodically operated by clock as 17 5. This may well be of the form'asshown in my prior Patent No. 1,203,146, granted October 21, 1916. Whenthe make-and-break device 174 is closed, the electromagnet 170 is enerized through the following circuit: from attery 176, Wire 177,electromagnet 17 0, wire 17 3, make-andbreak device 174 is operated, sayevery five seconds, by the clock 175, so as to give a slow and uniformmovement to the record sheet 164 through ratchet wheel 167 and pawl 198.

The record sheet 164 is transversely divided into sections as 180 and181, each section representing a block along the track. Longitudinallythe record sheet is divided into time lines such as 1.00 a. m., each oneof the lines representing a one-minute interval. Since themake-and-break device 174 is operated intermittently continuously, itwill be seen that longitudinally the record sheet assumes a constantlychanging position during the 24 hours of the day.

Adjacent to the record sheet 164 are per.- forating magnets as 182 andv183 for each a block on the record sheet. Pivotally attached to armature184 of these perforating magnets are perforating needles as 185, sopositioned adjacent to the record sheet that when a perforating magnetis energized, a perforation is made upon the record sheet. The circuitthrough perforating magnet 182 is controlled by armature-$186 of relay26, and the circuit through perforating ma trolled by armature 187 ofalternating current relay 56.

When switch 18 is in contact with either spring contact 25 and 46 andthere is no train in the block ahead, current is flowing through relay26, but this current is not st 183 is consufficient, by reason ofresistance 32 in the main circuit, to attract armature 186 so as toclose front contact 188, and therefore the circuit through perforatingmagnet 182 is not closed. f however, there is a train on the block trackrelay 5 becomes deenergized and armature 7 of track relay 5, establishesa shunt circuit which cuts out resistance 32, as follows: from terminal30 in the main dispatchers circuit wire 189, armature 7, back contact 9,wire 190, and wire 40 to track rail. With resistance 32 thus cut out ofthe circuit there is now sufficient current fiowing through relay 26, toattract its armature 186 and close front contact 188. When this occurs acircuit is closed through perforating magnet 182 as follows: frombattery 176, wire 191, metallic contact plate 192, bus 193, wire 194,perforating magnet 182, wire 195, front contact 188, larmflito the otherside of battery 176.

til)

Similarly when switch 19 is in contact with spring contact 55 and thereis no train in the block, current is flowing through relay 56, but thiscurrent is not suflicient by reason of the resistance 32 in the maindispatchers circuit to attract armature 187, so as to close frontcontact 198,- and therefore, a circuit through perforating magnet 183 isnot closed. If, however, there is a train in the block, track relay 5becomes deenergized and armature 7 of track relay 5 establishes the sameshunt circuit as hereinbefore described, thus cutting out resistance 32.With resistance 32 thus cut out of the circuit, there is sufficientcurrent flowing through relay 56 to attract the armature 187 b and closefront contact 198. When this occurs a circuit is closed throughperforating magnet 183, as follows: from battery 176, wire 191, metalliccontact plate 192, bus 193, wire 194, perforating magnet 183, wire 199,front contact 198, armature 187, wire 200, bus 197, and wire 179, to ofbattery 176.

It will thus be is in contact with either spring contacts 25 or 46 andthere is a train. in the block, perforating magnet 182 will make aperforation on the record sheet and when switch 19 is in contact withspring contact 55, and there is a train in the block, perforating magnet183 will male a perforation on the record sheet.

The circuits through perforating magnets 182 and 183 are taken through acircuitbreaking device 192 and these circuits are periodically made andbroken. This circuit breaking evice operates. as follows: metalliccontact plate 192, is attached to armature 169 and insulated therefromand every time the electromagnet 170 is energized, which as hereinbeforestated is say everyfive seconds, the contacts through wire 191 and bus193 are closed through the metallic plate 192. When magnet 170 isdeenergized, armature 169 is pulled to the right by spring 172 and thecircuit through wire 191 and bus 193 is broken. By reason of thisperiodic the other side breaking of the circuit through perforating Fmagnets 182 and 188 a continuous perforation is made on the record sheetas long as the block is occupied. It will thus be seen that when a trainenters a block and either switches 18 or 19 is closed either perforatingmagnet 182 or 183 commences to perforate, thus recording the exact timewhen a train enters a block and the perforating magnet c'ontinues toperforate until the train has left the block; thus recording the lengthof time the train remained in the block.

The purpose ofthe invention is first of all to provide instrumentalitiesor signals to make the operation of trains safe, but in addition to alsoprovide instrumentalities or signals, which will enablethe dispatcher toseen that when switch 18- -cuits as shown in Fig. 3

facilitate the movement of trains. For instance signal A and signal Fmay be used for safety purposes, signal A indicating a clear track aheadand signal F indicating danger or stop. The other signals may be usedfor facility purposes, such as indicating to the engineer to stop at thenext siding and remain on the main track, or to stop at the next sidingand pull into the siding, or to stop at the next siding and report to,the dispatcher or advise the engineer to listen in on the wirelesstelephone or any of the signals may be used as designated by theexecutive oificers of the railway, or some of the signals, particularlythose for safety purposes, may e automatically controlled by a trackcircuit in addition to the dispatchers control, while others of thesignals particularly those used for facility purposes, may beindependent of track circuit control, but only subject to thedispatchers control.

Fig. 3, shows a modification of the track layout of Fig. 1. Under somecircumstances it may be desirable to display *fixed signals which arelocated along the trackway to the engineer, in addition to the cabsignals as heretofore described. Fig. 3-shows how this may beaccomplished. Alternating-current relay 10 in Fig. 3 performs the samefunction as alternating current relay 10 in Fig. 1, and armature .12 ofrelay 10 functions the same as armature 12 in, Fig. 1. Polarized relay11 in Fig. 3 performs the same functions as polarized relay 11 in Fig.1, and its neutral armatures 13 same way as in Fig. 1. 15 of relay 11functionsthe same way as armature 15 of relay 11 in Fig. 1. Thus traincontrol rails 16 and 17 may be electrically conditioned to give the sixdifferent conditions as in Fig. 1. The six fixed signals along the trackare designed as Nos. 1, 2, 3, 4, 5 and 6 and a seventh signal is alsoshown designated as No. 7. These seven signals are controlled in theidentical manner as described and as shown in Fig. 2, in my abovementioned co-pending application Serial N 0. 631,097. The onlyadditional parts added to ig. 3 in this application are additionalarmatures under control of relays 10' and 11 and these additionalarmatures control the several circuits throu h the six fixed signals asshown and descri d in my co-pending application Serial No. 618,193,filed February 10, 1923. Those skilled in the art will readilyunderstand the operation and ciry combining t e apparatus and circuitsin vention and the apparatus and circuits of ig. 2 of my said co-pendingapplication, Serial No. 631,097.

Although I have particularly described and illustrated one preferredphysical embodiment of my invention and ex lained the principle andconstruction thereof: neverthe- Fig. 1 of this i is had wherebythe meansless, I desire to have it understood that the form selected is merelyillustrative, and does not exhaust the possible physical embodimentofmeans underlying my invention.

That I claim as new and desire to secure by Letters Patent of the UnitedStates, is:

1. In a railway control system, in combination: a trackway; meansdividing the trackway into electrically isolated sections; train controlrails positioned at intervals along the trackway; a car movable upon thetrackway; means for train control positioned on the car; a centralstation; a plurality of sources of current at the central station; aplurality of relays associated with each section and means connectingthe central station and the relays whereby a selective energization ofthe relays is had; means connecting the relays and the train controlrails and the sources of current whereby a selective energization of thetrain control rails on the car is selectively afiected; and a trackrelay, the armature of which controls one, without controlling theothers, of the permissible energizations of the train control rails asprovided for at said central station.

2. In a railway train control system, in combination: a trackway; meansdividing the trackway into electrically isolated sections; train controlrails positioned at intervals along thetrackway; a car movable upon thetrackway ;a group of more than two sig nals on the car severallyresponsive to difieren't electrical conditions of said train controlrails; a central station; means at said central station operative incombination with sources of current vfor selectively establishingdifierent electrical conditions of the train control rails to which saidsignals are characteristically responsive, energized conditions of thetrain control rails being effected by branch circuits; and a track relayby which at least one of said branch circuits is automaticallycontrolled, the-remaining branch circuits not beingsubject to control bysaid track relay.

3. In a railway train control system, in combination: a trackway; meansdividing the trackway into electrically isolated sections; train controlrails positioned at intervals along the trackway; a car movable upon thetrackway; agroup of more than two signals on the car severallyresponsive to different electrical conditions of said train controlrails; a central station; means at said central station operative incombination with sources of current for selectively establishingdifi'erent electrical conditions of the train control rails to whichsaid signals are characteristically responsive, energized conditions ofthe train control rails being effected by branch circuits; and a trackrelay by which at least one of saidbranch circuits is automaticallycontrolled, said relay being operative when its corresponding section isoccupied by a car to break said branch circuit and alter the signalaspect of said group from that provided for by the completion of saidbranch circuit, the other branch circuits not being subject to controlby said relay.

PAUL a. span,

